Railway-car truck.



PJATENTED JUNE 7, 1904;

I No. 761,994.

'G. HQP QR, RAILWAY GAR TRUCK.

LPPLIoATIoN TILED rim. 2a, 1904.

I 2 sums-sum: 1.

N0 MODEL.

.' rm: Ncmus PETERS ca. mom-nine. WASHINGTON o c.

PATENTED JUNE 7, 1904;

, e. H. POOR. RAILWAY :GAR TRUCK. APPLICATION TILED FEB; 23, 1904. I

2 SHEETS-SHEET 2.-

N0 MODEL.

Patented. June '7, 1904.

UNITED STATES PATENT OFFICE.

GEORGE H. POOR, OF CHICAGO, ILLINOIS, ASSIGNOR TO SAMUEL VVORTH- INGTONMoMUNN, OF CHICAGO, ILLINOIS.

RAILWAY-CAR TRUCK.

SPECIFICATION forming part of Letters Patent No. 761,994, dated June '7,1904.

' I Application filed February 23, 1904. Serial No- 194,929. (No model.)

To all w/w m it may concern.-

Be it known that I, GEORGE E. PooR, a citizen of the United States, anda resident of fOhicago, in the county of, Cook and State of Illinois,have invented certain new and useful Improvements in Railway-Oar Trucks;and I do hereby declare that the following is a full, clear, and exactdescription thereof, reference being had to the accompanying drawings,and to the letters of reference marked thereon, which form a part ofthis specification.

This invention relates to improvements in metal car-truck frames, andrefers more specifically to improvements in the main transverse memberor transom of such frames.

The invention consists in the matters hereinafterv set forth, and more,particularly pointed out in the appended claims.

In the accompanying drawings, Figure 1 is a View, partially in top planand partially in horizontal section, taken on line 1 1 of Fig. 2, of atruck-frame embodying my invention. Fig. 2 is a cross-section of thesame, taken on line 2 2 of Fig. 1. Fig. 3 is a cross-section of thesame, taken upon line 3 3 of Fig. l.

. Fig. 4 is a perspective view of achannel-plate comprises pedestals B Bat or near its ends,

. the upper portions of the pedestals and the upper and lower trussmembers or chords O and D, the ends of which are connected with centralportions of which are attached to the ends of the channel-beams A A' anda horizontal tie-bar E, which is attached to the central part of thelower truss member D and is attached at its outer ends to the pedestals.The features of construction illustrated in the pedestals themselves andthe means of conboth truss members O and D extend at their outer endsover the tops of said pedestals and are bent downwardly at the outersides thereof, the ends of the lower truss member D being secured to theexternal faces of the pedestals, while the upper truss member O is se-.60

cured to the inner faces of the pedestals. As shown in the drawings,moreover, a verticallyextending gusset-plate B isinserted between theinner parts of the pedestal members B B and is riveted to thewebs of theupper and lower truss members (land D and to the tiebar E. a I

Now referring to features of construction in the main transverse ortransom member of the truck-frame thev channel beams or girders A Athereof are arranged parallel with each other and with their flangesdirected outwardly. The ends of said channel-beams A A extend over andrest upon the lower truss members D. Said channel-beams are attached 7 5to the upper truss-chord O by means of a transverse end plate F, whichis secured to the ends of said beams by means of vertical externalangle-pieces G Gr, which are riveted to the webs of the beams and to theinner faces 0 of said plates F, said platesFF being riveted at theirupper margins to the upper truss-chord members O, which extend acrossthe same. The

lower edges of the end plates F extend somewhat below the lower edges ofthe channel- 5 beams A A and are secured to the vertical flanges of thelower truss members D and also to the vertical flange of the tie-bars EE,which extend outside of said plates. The ends of the saidchannel-beams A A are additionally se- 9 cured to the upper truss-chordsO by means of gusset-plates H H, which are riveted to the top-flanges ofthe said channel-beams and to the top flanges of said upper trussmember.

Now referring to the novel features'of contruction constituting myinvention, 1, Figs. 1 to L, is a channel-beam, which constitutes twoflanged stiffening members and which is located between and attached tothe inner faces of the two flanged beams A A. Said channel-beam isarranged with its side flanges directed downwardly and riveted to thewebs of the channel-beams. "he middle part of said stiffening member islocated adjacent to the upper margins of the channel-beams and extendslongitudinally thereof. The end portions of said stiffening member aredirected downwardly and reach to a point adjacent to the lower marginsof the channel-beams at or near the ends of the same. Thedownwardlydirected end portions of said stiffening member are shown asarranged at an angle of fortyfive degrees from the horizontal; butthisparticular formation of the stiffening member is not essential, and thedownwardly-extending end portions may be arranged at any desired angleto the upper or central portion thereof. As a further improvement theends of the web portion of said stiffening member I are benthorizontally outward,as indicated at 71, and said end portions areextended into overlapping relation to the horizontal flange of the lowertruss member D and riveted thereto, as clearly seen in Fig. '3. Thestiffening member I being made of flanged form and secured to the innerfaces of the girders or channel-beams A A, as described, serves to addgreatly to the capacity of said channel-beams or the transom member ofsaid truck-frame to withstand vertical stresses with little addition tothe cost, weight, and complexity of the structure. Said stiffeningmember applied as described, moreover, not only serves to strengthen thesaid channel-beams against vertical stresses, but also greatly stiffensthe transom member in a manner to withstand transverse stresses orlateral bending strains. As an additional means of stiffening the saidtransom member, I provide between thelower margins of the channel-beamsA A, at the center part thereof, a relatively short section J ofchannel-iron, the side flanges of which are directed upwardly andriveted to the webs of the beams, said channel-bars J serving to preventdistortion or buckling of the channelbeams at the center thereof underthe stress of heavy loads.

While the employment of astiffening member consisting of a singlechannel-beam extending between and connecting the two transom-girdershas the advantage of giving great lateral stiffness to the transom as awhole, yet inasmuch as the principal strains to be provided against arethe vertical stresses due to the weight of the car and load coming uponthe center of the transom the principal advantages arising from myinvention may be attained by the use of two separate stiffening memberssecured to the inner faces of the transom-beams A A. A construction ofthis kind is shown in Fig. 5, in which two angleirons K K are secured tothe inner faces of the beams A A, it being understood that saidangle-irons K K are shaped like the stiffening member I, or, in otherwords, that each of said angle-irons corresponds with one of the flangedside margins of the channel-beam I, (shown in Figs. 1 to 4,) whichchannelbeam I, as before stated, constitutes, in effect, two flangedstiffening members, each of which operates in connection with thetransom channel-beam A, to which it is secured, to give both verticaland lateral stiffness to the same.

I claim as my invention 1. A transom for car-trucks com prising twoflanged transom-beams arranged vertically and parallel with each other,with their U])-' per flanges extending outwardly; each of said beamsbeing provided with a flanged stiffening member secured to its innerface and extending along its upjer margin, with its horizontal webportion in the same horizontal plane with the said upper flanges of thetransom-beams at the central part thereof; the ends of said stiffeningmember being downwardly directed and terminating adjacent to the feweredge of the beam near the ends thereof.

2. A truck-frame embracing two parallel, verticallyarrangedtransom-beams having their upper flanges directed outwardly, two sideframes each of which embraces separate upper and lower chord members,and in which the lower chord member extends beneath the ends of thetransom-beams, and stiffening members secured to the inner faces of saidtransom-beams, said stiffening members extending along the upper marginsof the beams at the middle part thereof with their web members in thesamehorizontal plane with the upper flanges of the transom members, andbeing directed downwardly at their ends and attached at theirextremities to the said lower chords of the side frames.

3. A transom member for trucks comprising two parallel transom-beams,stiffening members applied to the adjacentsidesof thebeams, extendingalong the upper edges thereof at the central part and having their endsextended downwardly to points adjacent to the lower edges of the beamsand near the ends thereof, and a horizontally-arranged channel-Imaminterposed between the lower edges of the said transom-beams at thecentral part of the transom.

f. A transom for railway-car trucks comprising two vertically arrangedtransombeams having their upper flanges directed outwardly, and achannel-beam, the side flanges of which are secured to the inner facesof the transom-beams; the central part of said channel-beam extendingalong the upper margins of the transom-beams, with its web portion inthe same horizontal plane with the said upper flanges of thetransombeams, and its end portions being directed down ward] y.

5. A ear-truck frame embracing two parallel, vertically-arranged tansombeams, the

lOO

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web portion in the same horizontal plane with the upper flanges of thetransom-beams and its end portions being directed downwardly, and theends of its web being attached to the said lower chord members of theside frames.

In testimony that I claim the foregoing as my invention I afliX mysignature, in presence of two witnesses, this 19th day of February, A.D, 1904:. v

GEORGE H. POOR. Witnesses:

' G. CLARENCE PooLE, GERTRUDE BRYCE.

